Radial coupler mechanism



July 31, 1934. w. J. REGAN RADIAL COUPLER MECHANISM Filed Nov. 6, 1928 5 Sheets-Sheet l July 3"], 1934., w. J. REGAN RADIAL COUPLER MECHANISM Filed Nov. 6, 1928 5 Sheets-Sheet 2 July 3l, 1934. w. J. REGAN RADIAL COUPLER MECHANISM Filed Nov. 6, 1928 5 Sheets-Sheet 5 L w LI N! IIII July 31, 1934. w, J, REGAN 1,968,705

RADIAL COUPLER MEGHANI SM Filed Nov/6, 1928 E s Sheets-Sheet 4 J/ J 70 30 My? 7/ July 31, 1934-. w. J. REGAN RADIAL COUPLER MECHANISM Filed Nov. 6, 1928 5 Sheets-Sheet 5 lrl IIIIIII lll/I/I/l A III Patented July 31, 1934 PATENT OFFER RADIAL COUPLER MECHANISM ,William J. Regan, Wilkinsburg, Pa., assignor to The McConway & Torley Company, Pittsburgh, Pa, a corporation of Pennsylvania Application November 6, 1928, Serial No. 317,568

20 Claims. (01. 213-21) My invention relates to a radial coupler mechanism primarily designed to permit a rigid car coupler having a wide shank and a comparatively large head adapted to receive the standard fittings of the D-type coupler to have an extended range of pivotal or lateral swinging movement without unduly sacrificing the strength of the car construction while at the same time affording sufficient space to enable the employment of means for centering the coupler and for shift ing the air, signal and steam pipes laterally to prevent their injury by the coupler when the latter executes swinging movements.

The invention is also designed to provide a mechanism permitting a car coupler having an enlarged butt to be'readily applied to or removed from the car without disturbing the coupler carr1er.

A principal feature of the invention consists in associating with a laterally swinging coupler a carrier or coupler support formed with stops to limit the lateral travel of the coupler, and in combining therewith a coupler centering device which is supported by the coupler carrier and is adapted to be brought into assembled relation to the coupler and the carrier after the latter has been secured in place.

Another feature of the invention consists in providing means whereby the air and signal pipes may be moved laterally to an extent different from the travel of the coupler saddle of the coupler centering device, thus enabling the extent of shifting of the said pipes to be suited to requirements.

A further feature of the invention consists in forming the rear portion of the locking block chamber of the pivoted coupler in a manner to afford clearance permitting an increased angular displacement of the coupler head without weakening the car construction.

Other features of the'invention pertaining to special combinations of parts and advantageous structural details will hereinafter appear.

In the drawings chosen for the purpose of illustrating the invention; the scope whereof is pointed out in the claims:

Figure 1 is a front elevational view of a construction embodying the invention, the head of the car coupler being omitted.

Figure 2 is a view partly in side elevation and partly in vertical section of the construction shown in Figure 1. p

Figure 3 is ahorizontal sectional view on the line 3-3, Figure 1, the coupler being in plan.

coupler carrier and associated coupler centering the car.

Figure 4 is a detail view, partly in plan and. partly in section on the line 4-4, Figure 1, showing the coupler carrier and its manner of connection to the draft sills. l i

Figure 5 is a vertical sectional view on the line 5-5, Figure 3. v i Figure 6 is a sectional view on the line 6-6, Figure 5.

Figure 7 is a sectional view on the line 7-7, Figure 1. V Figure 8 is a sectional view on the line 8-8,

Figure 1. r

Figure 9 is a detailed sectional view on the line 9-9, Figure 5.

Figure 10 is a front elevational view of a modified form of a portion of the construction.

Figure 11 is a sectional view on the line 11-11, Figure 10.

Figure 12 is a sectional view on the line 12-12, Figure '11.

In the drawings, 1 indicates the center sills of They may be of the type common to many passenger cars and comprise overlapping vertical plates 2 and 3 which are laterally stiffened at the lower edges by angleirons 4 respectively riveted thereto. The draft yoke 5, which is longitudinally slidable in the space between the center sills and may be of any usual or desired form, is pivotally connected to the rear end of the laterally swinging coupler 6 by means of a tail pin '7.

Rigidly secured to the center sills, as by means of rivets 8, is a casting 9 forming a guide and support for the buffer devices with which passenger cars are commonly equipped. The forward portion of this buffer casting in which the central buffer stem 10 is guided and slidably supported is preferably reinforced below by laterally spaced vertical flanges 11 whose forward edges are concavely curved or undercut as indicated at 12 (see Fig. 2) to afford clearance for the upper end of the locking block chamber of the coupler head when the coupler is displaced laterally.

Secured to the buffer casting and to the center sills 1 of the car is a coupler carrier 13. It is preferably secured to outwardly extending horizontal flanges 14 of the buffer casting by means of bolts 15 audit is preferably provided with rearwardly extending vertical flanges 16 to enable it to be firmly secured to the center sills by means of rivets 17. As indicatedat 18 (see Fig. 2) the forward ends of the center sills are notched on their lower sides to accommodate the adjacent portions of the coupler carrier.

. The coupler carrier 13 is preferably an integral casting in the general form of a rectangular frame whose upper side is open at the center for a distance corresponding to the spacing of the center sills of the car. It extends laterally in opposite directions from the longitudinal axis of the car a sufficient distance to afford the requisite clearance for the air, signal and steam pipes when the latter are shifted during an angling movement of the coupler 6. The carrier 13 is provided with horizontally spaced stops 19 for limiting the extent of lateral swinging movement of the coupler, said stops being in overlapping relation to the upper portions of the sides of the coupler shank 20 and being divergent forwardly to correspond to the angular position of the coupler when it is displaced laterally to the full extent. The lower edges 21 of the coupler stops 19, which are preferably formed as depending flanges, are suitably sloped or inclined from rear to front to afford clearance for the fastening means for the steam, air and signal pipes.

The upper portion of the coupler carrier 13 is preferably formed on each side with a web 22 which extends horizontally outward from the adjacent coupler stop 19 and thence vertically downward to. form the inner face 23 of the end por tion of the coupler carrier. The horizontal portions of the webs 22 are strengthened and rigidified by horizontally spaced vertically depending flanges 24 which also support and reinforce the coupler limiting stops 19 against the lateral pressure of the coupler shank. The horizontal portions of the webs 22 as well as their vertical portions 23 are reinforced by horizontally spaced vertical flanges 25 which are continued to form the lower portion of the coupler carrier 13. To stay them against spreading or separation the spaced walls or flanges 25 are preferably integrally united at their lower edges adjacent the outer ends of the coupler carrier by tie members 26. To provide stops for cooperating with the followers of a coupler centering device the lower horizontal portion of the outer vertical wall 25 of the carrier is bent to form shoulders 2'7, while the corresponding portion of the inner wall 25 is provided with forwardly projecting stop lugs 28 which are in longitudinalalinement with and are spaced from the shoulders 27.

The two vertical walls 25 which form the lower horizontal portion of the coupler carrier 13 are spaced apart in the direction of length of the car a distance sufficient to permit the coupler saddle and centering device to be inserted between them from below after the carrier 13 has been secured in place.

The saddle and centering mechanism are supported in assembled position by the bottom plate 29 of the carrier, which may advantageously be formed with sleeves or hollow columns 30 for receiving securing bolts 31 that extend through the adjacent vertical Walls 25 of the carrier. These bolts serve as ties to prevent the spreading of the lower vertical walls of the carrier, and the posts or columns 30 ofv the bottom plate prevent the vertical walls 25 from being forced toward each other.

The coupler saddle 32 is slidably supported on the bottom plate of the carrier so as to be capable of being shifted laterally with the coupler. Its general form is that of a rectangular frame which embraces a. transversely extending centering spring 33 and cooperating followers 34. On its upper side it is provided with upwardly extending arms or flanges 35. which embrace the shank 20 of the coupler. These flanges preferably diverge rearwardly so as to accommodate the angling of the coupler while at the same time allowing their forward portions to stand closely adjacent to the coupler shank. They are preferably braced laterally at their opposite ends by ribs or gussets 36 and 37 respectively.

To protect the saddle 32 from wear due to draft and bufiing reciprocations of the coupler, a wear shoe 38 is preferably interposed between the underside of the coupler shank and the upper portion 39 of the coupler saddle lying between the coupler engaging arms 35. This wear shoe may conveniently be a commercial rolled shape of channel form. For the purpose of rendering the coupler saddle amply strong to support the coupler the upper wall upon which the wear shoe rests is preferably ribbed on its under surface and is connected to the lower wall 40 of the saddle at a point immediately below the coupler shank by a vertical wall 41. The lower wall 40 of the saddle extends under the follower stops 28 of the coupler carrier and its rear edge cooperates with the inner vertical wall 25 of the carrier to guide the coupler saddle. The forward edge of the lower wall 40 of the saddle cooperates with upstanding guide lugs or flanges 42 with which the bottom plate 29 of the carrier is provided. By this means and by the cooperation of the coupler wear shoe 38 with the inner faces of the horizontally spaced vertical walls 25 of the coupler carrier the saddle 32 is guided so as to shift transversely of the car when the coupler swings laterally.

The end portions 43 of the coupler saddle are reduced in width so as to allow them to pass between the stop shoulders 27 and 28 with which the respective followers 34 of the coupler centering device cooperate. When the coupler saddle 32 is displaced laterally as the result of the coupler assuming an angular position with respect to the longitudinal axis of the car, one or the other of the end portions 43 of the saddle displaces the adjacent follower 34 from its seat upon the follower stops 27 and 28 and moves it toward the follower 34 which is at the opposite end of the centering spring 33. As the last mentioned follower is prevented from retreating by its stops 2'7 and 28 the spring 33 is compressed to an extent corresponding to the lateral displacement of the car coupler. Upon cessation of the force which has caused lateral displacement of the coupler the spring 33 expands and restores the coupler saddle 32 to normal position, thereby returning the car coupler to a position in the longitudinal axis of the car.

The steam heating pipe 44, the air brake pipe 45 and the signal pipe 46 are supported by the coupler saddle 32 and are movable laterally to afford clearance permitting the car coupler to swing from side to side both in draft and in buffing. The steam pipe 44 is so placed vertically that it may pass under the adjacent center sill of the car, thus being capable of moving the same distance as the coupler saddle 32 in order to provide a working clearance between the steam heat end valve 47 and the coupler head when the coupler executes a bufiing movement while in its extreme lateral position to the left of the center of the car. For the purpose of securing the steam pipe 44 to the coupler saddle, the latter is preferably provided on its upper side with a horizontally extending slotted flange 48 and an upwardly opening recess 49. Encircling the pipe 44 is a holder or bracket 50 having upon its under side a tapering lug 51 which fits into the correspondingly tapered recess 49 of the saddle and is provided with a laterally extending plate or arm 52 which "overlies the slotted flange 48 of the coupler saddle.

Bolts 53 which pass through the flanges 48 and 52 serve to secure the steam pipe holder to the coupler saddle 32. To prevent the steam heat end valve 47 from turning with respect to the pipe 44 upon which it is mounted, the steam pipe holder 50 is preferably provided at its lower end with a horizontal forwardly extending lug or flange 54 which is adapted to extend beneath and in cortact with the hexagonal portion of the valve bo y.

The air brake pipe 45 and the air signal pipe 46 are supported upon the coupler saddle 32 so as to be capable of relative sliding movement with respect thereto. By this means these air pipes are permitted to have a lateral movement of less extent than that of the coupler saddle and the movement of the air brake pipe may be reduced so as to avoid interference with the adjacent coupler carrier flange 16 that is riveted to the neighboring center sill. For slidably supporting the air pipe holder 55, the coupler saddle 32 is provided on its upper side at one end with a horizontal shelf 56 and the coupler carrier 13 is formed with a rearwardly extending horizontal flange 57 which extends under the shank on the coupler. The pipe holder is formed with a transversely extending base portion 58 which is slidably seated upon the rearwardly extending supporting shelf 57 of the coupler carrier, a removable plate 59 which is rigidly secured to the coupler carrier by means of bolts 60 serving to retain it in assembled relation to the latter. Extending upwardly from one end of the transversely extending base portion 58 of the pipe holder is an arm which projects forwardly at its upper end so as to provide a horizontal flange or base plate 61 which rides upon the underlying supporting shelf 56 of the coupler saddle. The portion of the pipe holder which extends under the coupler shank is provided on opposite sides of the latter with upwardly extending arms or flanges 62 which stand closely adjacent the sides of the coupler shank and by means of which the pipe holder 55 is caused to shift laterally when the coupler is displaced to either side of its central position. The arms 62 preferably diverge forwardly and, as in the case of the arms 35 of the coupler saddle a small working clearance is left between them and the coupler shank. As the coupler contacting surfaces of the upwardly extending flanges 62 of the air pipe support are to the rear of the similar contact surfaces of the coupler saddle 32, the lateral travel of the pipe support 55 is proportionately less and, as will be appreciated, can be made to suit requirements as to the clearance necessary to be preserved in order not to interfere with parts of the car construction. The air brake pipej45 and the signalpipe 46 may be conveniently secured to their slidable support 55 by means of a suitably formed cap member 63 and bolt 64. l

The space between the upper edges of the vertical walls 25 of the coupler carrier and the wear plate 65 which is bolted to the underside of the lower central portion of the buffer casting 9 is of a height permitting the withdrawal of the enlarged butt end portion 66 of the car coupler. This permits the coupler to be removed from the car without disturbing the couplercarrier 13, it being only necessary to disconnect the steam pipe holder 50 from the coupler saddle 32 and to remove the bolts 31 which secure the 3 bottom plate 29 of the carrier in place, whereupon the coupler saddle and associated centering device may be removed downwardly from between the lower vertical walls 25 of the coupler carrier so as to permit the enlarged butt of the coupler to pass.

Assembly and disassembly of the mechanism .are facilitated by providing the bottom plate 29 of the coupler carrier with means for supporting the uncoupling device by which the locking mechanism of the car coupler is adapted to be actuated. Bottom plates suitable for two well- .known forms of uncoupling devices have been illustrated in the drawings. The plate 29 disclosed in the principal views is provided on its under side at the center with a bracket formed as downwardly projecting laterally spaced jaws 67 which are perforated to receive a transverse bolt 68 upon which a vertically rotatable lifting rod 69, which is connected to the lock operating ,mechanism of the car coupler is slidably supported. To permit the forward end of the lifting rod to rotate upwardly, the upper rear portions of the jaws 6'? are connected transversely by a wall 70 whose lower end forms a pivot for the said rod. On opposite sides of the jaws 6'7 the bottom plate 29 of the coupler carrier is formed with pairs of spaced perforated lugs 71 which receive pins 72 upon which depending links 73 are journalled. These links form a floating support for a bail '74 which is adapted to be actuated by laterally extending rotatable operating rods or levers 75 in a well-known manner, the construction being such as is disclosed in the patent of Bazeley, No. 1,506,806 of September 2, 1924.

The form of mechanism illustrated in Figures 10, 11 and 12 is like that heretofore described except for the uncoupling mechanism and the coupler carrier bottom plate '76 associated therewith and accordingly corresponding parts have been identified by like reference numerals. In this modified construction the bottom plate 76 is secured to the coupler carrier by two bolts 77 instead of by four bolts and is provided at its central portion with a pair of upwardly opening laterally spaced hooks 78 for supporting a bail 79 carrying a member 80 for slidably supporting a vertically rotatable rod 81 connected to the coupler operating mechanism, rods or uncoupling levers 82 which extend to the sides of the car being employed for actuating the member 80 to effect an upward vertical rotation of the rod 81.

This is a well-known form of uncoupling mecha-' nism and is the subject of Patent No. 1,507,244, granted September 2, 1924 to Milliken 8a Regan.

As the longitudinal center line of the locking block chamber 83 of the coupler head is located between the longitudinal center line of the coupler and the guard arm side of the head, the right side of this portion of the coupler head, if the locking block chamber 83 was alike on both sides, would come into contact with the reinforcing flange 11 of the buffer casting at the right side of the device before a similar interference would occur on the left side. In order to avoid this so as to permit the coupler to have an equally wide rangeof swinging movement in both directions, the rear portion of the locking block chamber toward the guard arm side of the is curved, as at 84, so as to be in advance of the portionof the locking block chamber which is adjacent the knuckle side of the head, the upper portion of the rear surface of the rear Wall of the locking block chamber being formed on curves of unequal radii and the surface having the greater radius being nearer the guard arm side of the head.

The outer face of the lower central portion of the guard arm of the coupler head is preferably indented, as at 85, to provide clearance for the air brake hose when the coupler is in its extreme position at the'right side of the coupler carrier.

I claim:

1. The combination with a car coupler having an enlarged butt, of a coupler carrier secured to the car body and extending under the coupler, the said carrier being open at its upper side and the portion thereof which underlies the coupler being spaced vertically downward from the overlying portion of the car body to permit passage of the enlarged coupler butt while said carrier is in assembled position, means mounted on said carrierfor normally supporting the coupler in Vertically spaced relation above the portion of the carrier underlying said coupler, said last-named means including a coupler saddle adapted to be shifted laterally by said coupler and spring means for yieldingly resisting lateral shifting of said saddle, and means for mounting said supporting means on said carrier, said mounting means and said carrier being so constructed and arranged that said supporting means can be removed or installed by vertical movement thereof.

2. The combination with a car coupler having an enlarged butt, of a coupler carrier secured'to the car body and extending under the coupler, the portion of said carrier which extends beneath the coupler being spaced vertically downward from the overlying portion of the body to per mit passage of the enlarged coupler butt While said' carrier is in assembled position, means mounted on said carrier for normally supporting the coupler in vertically spaced relation above the portion of the carrier underlying said coupler; said last-named means including a coupler saddle adapted to be shifted laterally by said coupler, and means for mounting said supporting means on said carrier, said mounting means and said carrier being so constructed andarranged that said supporting means can be removed or installed by vertical movement thereof.

3. The combination with a pivoted car coupler having an enlarged butt, of a coupler carrier secured to the car body and extending under the coupler, said carrier being provided with stops to limit lateral swinging movement of the coupler and being open at its upper side between said stops and the portion thereof which underlies the coupler being spaced vertically downward from the overlying portion of the car body to permit passage of the enlarged coupler butt while said carrier is in assembled position, downwardly removable means mounted on said carrier for normally supporting the coupler in vertically spaced relation above the portion of the carrier underlying said coupler, said last-named means including a coupler saddle engaging and adapted to be shifted laterally by said coupler, and means for mounting said supporting means on said car rier, said mounting means and said carrier being so constructed, and arranged that said supporting means can be removed or installed by vertical movement thereof. 1

The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, a coupler saddle for supporting said coupler in vertically spaced relation to said underlying portion of the carrier, said saddle being adapted to be shifted'laterally in response to lateral movements of the coupler and to be lowered vertically with respect to the carrier, and means for supporting said coupler saddle on said carrier, said supporting means and said carrier being so constructed and arranged that said saddle and its said supporting means can be removed or installed by vertical movement thereof.

5. The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler in vertically spaced relation thereto, a coupler saddle carried by and laterally movable with'respect to said carrier, said coupler being supported by'said saddle, and means for mounting said saddle on said carrier, said mounting means and said carrier being so constructed and arranged that said saddle can be removed or'installed by vertical movement thereof. 4

6. The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, the portion of said carrier which underlies the coupler being formed with longitudinally spaced walls provided with follower stops, a coupler saddle adapted to slide laterally between said walls, a coupler centering spring, followers for cooperating with said spring and adapted to cooperate with the respectivelyadjacent'follower stops and a bottom -member for the carrier adapted to maintain-said saddle in assembled relation to the coupler, said saddle being adapted to actuate the followers and being downwardly removable from between said walls.

'7. The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, said underlying portion of the carrier being formed with longitudinally spaced walls provided with follower stops, a laterally movable coupler saddle disposed between said walls and formed with vertically spaced portions, a coupler centering spring, followers for cooperating with said spring and with their respective stops and means for normally retaining the saddle in cooperating relation to the coupler, said spring and said followers being disposed between said walls of the carrier and said vertically spaced portions of the saddle, and said saddle being adapted to actuate said followers.

8. The'combina'tion with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, said underlying portion of the carrier being formed with longitudinally spaced walls, a downwardly car body and extending under the'coupler, said underlyingportion of the carrier being formed with longitudinally spaced vertical walls and a removable bottom plate, a downwardly removable coupler saddle supported by and laterally slidable with respect to said bottom plate, said saddle having upwardly projecting portions respectively adapted to engage opposite sides or the coupler and spring means operatively interposed between the carrier and the saddle for centering the latter.

'10 The combination with .a laterally swing ing car coupler, of a coupler carrier secured to the car body and extending under the coupler, a laterally slidable coupler ,saddle removably mounted on said carrier, and a supporting memberjfor the saddle extending under the latter and detachably connected to the carrier, said member being provided with means for cooperating with mechanism for actuating the coupler locking device.

11. The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, a laterally slidable coupler saddle removably mounted on said carrier and a supporting plate for the saddle extending under the latter and detachably connected to the carrier, said plate being provided with means adapted to support a swinging bail member and being provided on its underside with spaced jaws adapted to receive between them a rotatable lifting rod capable of being operated by said bail.

12. The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, said underlying portion of the carrier being formed with longitudinally spaced walls provided with follower stops, a laterally movable coupler saddle having upwardly projecting portions adapted t0 engage opposite sides of the coupler, said saddle being formed as a frame having top, bottom and end portions, the said top and bottom portions being connected at one side intermediate their ends by a vertically extending tie, a trans-' vversely extending coupler centering spring, followers for said spring adapted to cooperate with said stops, said followers being adapted to be actuated by the saddle, and a bottom plate for the carrier adapted to maintain the saddle in assembled relation to the coupler, said plate being removable to permit the saddle to be disassembled from the carrier.

13. The combination with a laterally swinging car coupler and the steam heat pipe, the air brake pipe and the signal pipe of a car, of a coupler carrier secured to the car body and extending under the coupler, a coupler saddle adapted to be shifted laterally in both directions by the coupler, means for connecting the steam heat pipe of the car to said saddle so as to cause said pipe to shift laterally in both directions with the saddle, and means spaced from said saddle and actuated by said coupler for causing the air brake pipe and the signal pipe of the car to shift laterally with the coupler to an extent unequal to the extent of lateral shifting of said steam pipe 1 from normal position.

14. The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, a

coupler saddle adapted to be shifted laterally in both directions by the coupler, means for con.- neoting the steam heat pipe of the car to said saddle so as to cause said pipe to be shifted laterally by the saddle, and a device actuated by the coupler for causing the air brake pipe and the signal pipe to shift laterally with respect to the saddle, said device serving to prevent the lastnamed pipes floating away from or toward the coupler.

15. The combination with a laterally swinging car coupler, ofa coupler carrier secured to the car body and extending under the coupler, a coupler saddle provided with upwardly extending .tportions engaging opposite sides of the coupler to permitthe-latter: to shift said'saddle laterally in either direction, means for connecting theprovided with upwardly extending arms adapted to engage opposite sides of the coupler, said arms and the said upwardly projecting portions of the saddle being in spaced relation longitudinally of the coupler.

16. The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, a coupler saddle adapted to be shifted laterally by the couper and laterally movable means for supporting the air brake pipe and the signal pipe of the car and serving to shift said pipes laterally with the coupler, said carrier being provided with a shelf forming a support for said laterally movable means, said saddle having a shelf for supporting said laterally movable means, and said coupler being adapted to actuate said means.

17. The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, a coupler saddle adapted to be shifted laterally by the coupler, means for connecting the steam heat pipe of the car to said saddle so as to cause said pipe to shift laterally therewith, and a device for causing the air brake pipe and the signal pipe of the car to shift laterally with respect to the saddle, said device being provided with means whereby it is actuated by the coupler, said carrier being provided rearwardly of the saddle with a supporting shelf for said device, and the saddle being provided with a supporting shelf for said device.

18. The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, a coupler saddle adapted to be shifted laterally in both directions by the coupler, yielding means for normally centering the saddle, and a device for causing the air brake pipe and the signal pipe of the car to shift laterally with respect to said saddle, said device being provided with upwardly extending arms which engage the coupler to the rear of said saddle to thereby cause said device to shift laterally with respect to the saddle.

19. The combination with a laterally swinging car coupler, of a coupler carrier secured to the car body and extending under the coupler, a coupler saddle adapted to be shifted laterally in both directions by the coupler, means for connecting the steam heat pipe of the car to said saddle so as to cause said pipe to shift laterally in both directions with the saddle, a device causing the air brakepipeand the signal pipe of the car to shift laterally with the coupler and to an extent unequal to that of the said steam pipe, said carrier being formed with a rearwardly projecting shelf extending under the coupler and supporting said device, said saddle having a shelf forming a support for said device, and means removably connected to the carrier for preventing said device from shifting rearwardly with respect to the carrier.

20. The combination with a swinging car coupler having an enlarged butt, of a coupler carrier secured to the car body and extending under the coupler, the portion of said carrier which underlies the coupler being spaced vertically downward from the overlying portion of the car body to permit passage of the enlarged oupl erbutt' while said carrier is in assembled position, said carrier being provided with stops for limiting. the lateral movement of the coupler and being formed. with an opening which extends laterally in opposite directions beyond said stops, a downward- 

